RA NOT AUTH minima block CAT II ILS approaches on Skywest ERJs

CAT II ILS and RA NOT AUTH minima: a clear rule in the Skywest ERJ world

Let me ask you a quick, practical question that shows up more often than you’d expect: can you fly a CAT II ILS approach if you’re under RA NOT AUTH minima? Short answer: No. Not authorized. But there’s more to it than a checkbox on a page. Let’s unpack what this means in the cockpit, why it matters, and what crews actually do when those minima show up in a flight deck briefing.

The quick verdict and the why behind it

Question up front

Can you fly a CAT II ILS approach with RA NOT AUTH minima?

A. Yes, it’s allowed

B. No, not authorized

C. Yes, but with restrictions

D. Only if conditions are favorable

Correct answer: No, not authorized.

Here’s the thing: a CAT II approach is built around very tight decision-making in low visibility. The radio altimeter (RA) plays a central role because it provides precise height information near the ground. That precise height—often the decision height (DH) used to decide to continue or go around—depends on the RA being available and properly authorized for CAT II operations. If you’re on RA NOT AUTH minima, you’re telling the crew that the aircraft must not rely on the RA for CAT II decision-making. That limitation isn’t cosmetic. It’s a safety boundary baked into the flight manual, the SOPs, and the training that keeps operations within safe limits.

CAT II isn’t just “more precise” than CAT I. It’s a regime that assumes a specific system readiness, including RA-dependent decision heights, precise autopilot coupling, and an operator's procedural familiarity with low-visibility handling. When those RA-dependent elements aren’t authorized for use, the minimums that require RA cannot be used. That’s why the correct answer is no—there isn’t a loophole or a clever workaround that makes it safe or compliant.

How RA and RA NOT AUTH fit into CAT II

Radio altimeters aren’t flashy; they’re the steady heartbeat during a CAT II approach. In nearly all CAT II procedures, the flight crew relies on the RA to establish a reliable DH, particularly when the weather is right at the edge of visibility. The RA tells you how high you are above the runway as you descend—crucial for decision-making in storms, fog, or heavy haze.

RA NOT AUTH minima shout a clear message: you don’t have the green light to use the RA for those critical heights. Without authorized RA, the approach minima must shift to non-RA-based criteria, or you simply cannot execute the approach as CAT II. That isn’t a suggestion; it’s a regulatory and procedural boundary.

What this means for the cockpit in a Skywest ERJ scenario

For crews flying an ERJ in the Skywest network, it boils down to two practical realities:

• Training and equipment checks. The flight crew has to be fully prepared to operate CAT II with a fully authorized RA. If the RA system isn’t cleared for CAT II use, the crew is trained to either revert to CAT I minima or select a different approach that does not depend on RA. You don’t want a radio altimeter error to become a last-minute snag in a low-visibility descent.

• Procedures and crew coordination. Even when everything else is ready, if RA NOT AUTH is in play, the standard CAT II flight path isn’t authorized. The pilots will brief a plan that uses altimeter-derived information only from non-RA sources, or they’ll opt for a non-precision or CAT I approach with carefully chosen minimums. This is where SOPs and CRM—briefing with the co-pilot, confirming the approach type, confirming the weather at minimums, and confirming the go-around criteria—really matter.

The practical steps if you encounter RA NOT AUTH minima

What should a crew actually do if they’re cleared into an approach and discover RA NOT AUTH is in effect? Here’s a straightforward way crews approach it:

• Re-verify the approach. The captain and first officer review the available approach minima and identify whether CAT II is still permitted. If RA is the linchpin, CAT II isn’t on the table.

• Consider alternatives. A CAT I ILS, a non-precision approach, or a circling maneuver with higher minima could be the safer path. The flight deck will re-brief the plan, including the new landing minima and go-around thresholds.

• Manage the plan with a go-around mindset. If, during the approach, the weather deteriorates or the RA-related decision height cannot be assured, the crew should be prepared to execute a timely go-around. Avoid the trap of “hoping it clears.” Hope isn’t a strategy in an ERJ on approach.

• Communicate with air traffic control and operations. Clear, concise updates keep the rest of the system aligned. If you’re shifting the approach type, you’ll want the ground, the tower, and the approach controller to be on the same page about the plan and the expected minimums.

• Maintain the safety margin. Higher minima aren’t a downgrade; they’re a safety boundary that preserves the crew’s situational awareness and control authority in challenging conditions.

A little context you can carry into daily flying

You don’t need to be in a simulator to feel the seriousness here. RA NOT AUTH minima aren’t about personality tests or clever procedural tricks. They reflect a fundamental principle: if the information you rely on to descend near the runway isn’t verified and authorized, you shouldn’t push the envelope. In aviation, the envelope isn’t a line drawn in chalk; it’s a set of standards that protect the landing phase when visibility is compromised.

That’s not to say CAT II is always off the table. When the RA system is fully cleared for CAT II use, the approach can be flown with its intended decision height and precision. The key is ensuring those authorizations are current, that the equipment is fully functional, and that the crew has practiced the exact procedures needed for the operation. It’s about confidence in the tools you’re using—and confidence is born from training, checklists, and clear communication.

Connecting the dots with CQ and KV in context

In the broader Skywest context, topics like Cockpit Qualification (CQ) and Knowledge Validation (KV) aren’t just boxes to check. They’re living programs that shape how crews understand systems like the radio altimeter, how they handle approach minima, and how they respond when conditions push the limits. This isn’t a lecture on theory; it’s a reminder that every cockpit decision—especially in CAT II environments—has roots in training, rigorous procedure, and shared crew understanding.

Here are a few takeaways that tie those threads together:

• Know the minimums you’re cleared to fly. If RA isn’t authorized for CAT II, you switch to the appropriate altitudes. It’s not about what you wish to use; it’s about what’s approved and safe.

• Keep the equipment status front and center. A quick pre-brief to confirm RA status can save a late-stages surprise. If something isn’t cleared for CAT II use, you’ll know early.

• Practice the decision-making process, not just the flight path. The real skill isn’t just flying the approach; it’s knowing when to switch to a different method and how to execute it smoothly with crew coordination.

• Embrace clear, concise communications. In the heat of a low-visibility approach, every word counted. A precise readback, a crisp go-around callout, a well-timed cross-check—these are the things that keep you aligned with safety and efficiency.

A gentle note about the human side

Pilots aren’t bots, and cockpits aren’t laboratories. Weather, fatigue, and even the day’s routine can color how a crew negotiates an approach. When RA NOT AUTH minima are in play, the moment invites a calm, disciplined approach. No bravado. Just precise actions, good humor to ease tension when things get tight, and a shared commitment to landing safely or turning away when the math doesn’t add up.

What to remember in one compact recap

• CAT II ILS relies on the radio altimeter for precision near the runway.

• RA NOT AUTH minima mean the RA cannot be used for CAT II decision heights.

• Flying CAT II under those minima would be unsafe and non-compliant, so the approach should be downgraded to CAT I or replaced with an alternative plan.

• Training, equipment status, and SOPs all play a role in whether you can execute a CAT II approach at any given moment.

• The best path in uncertain conditions is a well-briefed plan with a clear go-around threshold and compatible minima.

A few closing thoughts

If you’ve spent time around Skywest ERJ operations, you’ve probably felt the balance between precision and practicality in the cockpit. The RA NOT AUTH rule isn’t meant to complicate things; it’s there to remind us that the safest approach requires the right tools and the right authorization. When those elements are in place, a CAT II approach can be a smooth, controlled descent. When they aren’t, the best move is to adjust promptly, prioritize safety, and carry on with confidence.

If you’re curious about the broader topics that tie into this day-to-day reality—how CQ and KV shape the way crews think about systems, or how pilots translate checklist discipline into real-world decisions—keep the focus on the fundamentals: accurate information, clear communication, and sound judgment. Those are the tools you’ll carry into every approach, regardless of the weather, the minima, or the clock on the panel. And that kind of steadiness—more than anything else—defines a reliable pilot in the Skywest fleet.